Temperature controlling apparatus for battery, vehicle apparatus using the same, and controlling method therefor

ABSTRACT

In an ECU, a coolant fan performs cooling operation such that a control DUTY value is limited by a control DUTY value according to tolerable noise level of the cooling fan based on a vehicle speed in a case in which the temperature in the high-voltage battery is lower than a predetermined limitation for highest temperature. In a case in which the temperature in the high-voltage battery is higher than the predetermined limitation for highest temperature, the cooling fan performs the cooling operation by using an energy storage device cooling operation requirement value and an IPU cooling operation requirement value such that performance in the high-voltage battery is not affected.  
     By doing this, a temperature controlling apparatus for batteries in which it is possible to cool the battery and solve temperature difference among a plurality of batteries can be provided.

BACKGROUND OF THE INVENTION

[0001] 1. Field of the Invention

[0002] The present invention relates to a temperature controllingapparatus for batteries for cooling a power supplying device which iscarried on a vehicle. Also, the present invention relates to a vehicleapparatus using the same.

[0003] 2. Description of Related Art

[0004] Ordinarily, driving force of electric energy for vehicles such asan Electric Vehicles (hereinafter called EVs) and Hybrid ElectricVehicles (hereinafter called HEVs) can be obtained by generating athree-phase alternating current (hereinafter called 3-phase AC) byinverting the current sent from a high-voltage battery by an inverter soas to rotate a 3-phase AC motor. Also, in contrast, the vehicle uses theenergy efficiently by storing the energy which is regenerated byregenerating operation of the 3-phase AC motor in the battery when thevehicle is decelerated.

[0005] However, such high-voltage batteries which are used in the EVsand the HEVs use a plurality of battery module which are connected. Inthe battery module, a plurality of nickel-hydrogen batteries areconnected in series. Therefore, there is a problem in that batterytemperatures differ, and because of this, current-charging function andcurrent-discharging function decrease in the battery. In particular, incold area, when a vehicle is used under low temperature conditions,temperature differences between a battery module which is disposed on acabin floor of the vehicle and a battery module which is disposed on anopposite surface of the cabin floor tends to increase.

[0006] In order to solve the above-mentioned problem, conventionally,there has been proposed a temperature controlling apparatus for abattery which is disclosed in Japanese Unexamined Patent Application,First Publication No. Hei 9-92347. In this apparatus, a cooling fan iscontrolled according to temperature and heat is generated in a battery.

[0007] However, an object of a conventional temperature controllingapparatus for a battery was to cool the entire battery. Thus, a coolingfan was controlled by monitoring heat generated in the battery,although, it was not considered to control the temperature among aplurality of batteries uniformly.

SUMMARY OF THE INVENTION

[0008] The present invention was made in consideration of the problemexplained above. An object of the present invention is to provide atemperature controlling apparatus for a battery which can cool thebattery and control the temperature among a plurality of batteriesuniformly.

[0009] In order to solve the problem explained above, in a first aspectof the present invention, a temperature controlling apparatus forbattery, which is provided with a cooling fan (for example, a coolingfan 18 in embodiments) for sending cooling air to a plurality ofbatteries which are connected to each other, comprises a temperaturemeasuring device (for example, temperature sensors 21 a, 21 b, and 21 cin the embodiments) for measuring the temperature in each battery, atemperature difference calculating device (for example, a step S7 in theembodiments) for calculating temperature differences among batteries, acontrolling device (for example, steps S8 to S10 in the embodiments) forsetting and controlling current value sent to the cooling fan accordingto the temperature difference among batteries. In the temperaturecontrolling apparatus for a battery having structure explained above, itis possible to set the current which is sent to the cooling fanaccording to temperature difference among a plurality of batteries whichare connected to each other.

[0010] In a second aspect of the present invention, a temperaturecontrolling apparatus for batteries (for example, high-voltage battery 1in the embodiments), which is provided with a cooling fan (for example,a cooling fan 18 in the embodiments) for sending cooling air to aplurality of batteries which are connected to each other, comprises atemperature measuring device (for example, temperature sensors 21 a, 21b, and 21 c in the embodiments) for measuring the temperature of eachbattery, a temperature difference calculating device (for example, astep S7 in the embodiments) for calculating temperatures differenceamong batteries, a first setting device (for example, steps S1 to S6 inthe embodiments) for setting and controlling a first current value sentto the cooling fan according to the temperature difference amongbatteries, a second setting device (for example, a step S8) for settingand controlling a second current value sent to the cooling fan accordingto the temperature difference among batteries, and a comparisoncontrolling device (for example, steps S9 to S10 in the embodiments)which chooses the larger current value between the first current valueand the second current value so as to control the cooling fan. In thetemperature controlling apparatus for a battery having a structureexplained above, it is possible to set the current which is sent to thecooling fan according to conditions such as temperature difference amongthe batteries and temperature of each battery among a plurality ofbatteries which are connected to each other so as to control the coolingair.

[0011] In a third aspect of the present invention, in a temperaturecontrolling apparatus for batteries, an current measuring device (forexample, an current sensor 28 in the embodiments) for measuring currentwhich is charged to or discharged from the batteries is provided, andthe first setting device sets the first current value according to thetemperature of the batteries and the current which is measured by thecontrolling device. In the temperature controlling apparatus forbatteries having the structure explained above, it is possible to setthe current which is sent to the cooling fan by determining thecondition of each battery according to conditions such as temperaturedifferences among the batteries and temperature of each battery.

[0012] In a fourth aspect of the present invention, a vehicle apparatus,having a motor (for example, a 3-phase AC motor 4 in the embodiments)for driving a vehicle or supporting an output from the vehicle's engine(for example, an engine 5 in the embodiments) and a plurality ofbatteries (for example, a high-voltage battery 1 in the embodiments)which are connected to each other for storing energy which is generatedby the motor and energy which is regenerated by regenerating operationof the motor when the vehicle is decelerated and a cooling fan (forexample, a cooling fan 18 in the embodiments) which sends cooling air tothe batteries, comprises a temperature measuring device (for example,temperature sensors 21 a, 21 b, and 21 c in the embodiments) formeasuring the temperature of each battery, a temperature differencecalculating device (for example, a step S7 in the embodiments) forcalculating temperature difference among batteries, a controlling device(for example, steps S8 to S10 in the embodiments) for setting andcontrolling current value sent to the cooling fan according to thetemperature difference among batteries, a speed measuring device (forexample, a vehicle speed sensor in the embodiments) for measuringdriving speed of the vehicle; and an current limiting device (forexample, steps S35, and S41 to S46 in the embodiments) for limiting thecurrent according to the driving speed of the vehicle.

[0013] In the vehicle apparatus having structure explained above, it ispossible to set the current which is sent to the cooling fan accordingto the temperature difference among a plurality of batteries which areconnected to each other and change the current which is sent to thecooing fan according to the vehicle speed so as to control the coolingair.

[0014] In a fifth aspect of the present invention, a vehicle apparatusis provided with a limitation clearing device (for example, steps S43and S 46 in the embodiments) for canceling the limitation for thecurrent made by the current limiting device under conditions that thetemperature of the batteries rises higher than a predeterminedlimitation for highest temperature.

[0015] In the vehicle apparatus having a structure as explained above,it is possible to send a cooling air to the battery regardless of thevehicle speed because the limitation for the current which is sent tothe cooling fan is cleared when the temperature of the battery riseshigher than the predetermined limitation for the highest temperature.

[0016] In a sixth aspect of the present invention, a vehicle apparatusis provided with a limitation canceling device (for example, steps S34,S42, and S46 in the embodiments) which cancels the limitation made bythe current limiting device when information for the driving speed ofthe vehicle cannot be obtained from the speed measuring device for apredetermined period of time under conditions in which electricity ischarged to or discharged from the batteries.

[0017] In the vehicle apparatus having the structure explained above, itis possible to send a cooling air to the battery regardless of thevehicle speed because the limitation for the current which is sent tothe cooling fan is cleared when information for the driving speed of thevehicle cannot be obtained from the speed measuring device for apredetermined period of time.

[0018] Furthermore, in addition to the vehicle apparatus explainedabove, the present invention can provide a vehicle having the followingstructure.

[0019] That is, in a vehicle apparatus according to the presentinvention having an inverter device (for example, an inverter 3 fordriving a motor in the embodiments) for controlling a motor (forexample, a 3-phase AC motor 4 in the embodiments) for driving a vehicleor supporting an output from an engine (for example, an engine 5 in theembodiments), batteries (for example, high-voltage battery 1 in theembodiments) which are disposed in a plurality of arrays for storingenergy which is generated by the motor and energy which is regeneratedby regenerating operation of the motor when the vehicle is decelerated,a cooling fan (for example, a cooling fan 18 in the embodiments) forintroducing an air to both the batteries and the inverter device, thevehicle apparatus according to the present invention comprisestemperature measuring devices (for example, temperature sensors 21 a, 21b, and 21 c) for measuring the temperature of each battery, a firstcurrent setting device (for example, steps S1 to S6 in the embodiments)for setting the first current which is sent to the cooling fan accordingto the temperature of the batteries, a temperature differencecalculating device (for example, a step S7 in the embodiments) forcalculating difference of temperature among batteries, a second currentsetting device (for example, step S8 in the embodiments) for setting thesecond current which is sent to the cooling fan according to thedifference in the temperatures among the batteries, a first selectingdevice (for example, steps S9 and S10 in the embodiments) for comparingthe first current and the second current so as to select a largercurrent, a speed measuring device (for example, a vehicle speed sensorin the embodiments) for measuring a driving speed of the vehicle, athird current setting device (for example, a step S41 in theembodiments) for setting the third current which is sent to the coolingfan according to the driving speed of the vehicle, a second selectingdevice (for example, step S44 in the embodiments) for comparing thecurrent which is selected by the first selecting device and the thirdcurrent so as to select the smaller current, an inverter temperaturemeasuring device (for example, a temperature sensor 23 in theembodiments) for measuring temperature of components in the inverterdevice, a fourth current setting device (for example, a step S32 in theembodiments) for setting the fourth current which is sent to the coolingfan according to the temperature of the components in the inverterdevice, and a controlling device (for example, a step S58 in theembodiments) for selecting a larger current between the current which isselected by the second selecting device and the fourth current so as tocontrol the cooling fan.

[0020] In the vehicle apparatus which is provided with theabove-explained structures, the current which is sent to the cooling fanis controlled under conditions that the temperature differences amongthe batteries takes priority over the temperature of each battery. Also,the current which is sent to the cooling fan is controlled underconditions in which the vehicle speed takes priority over thetemperature difference among batteries. Furthermore, the vehicleapparatus controls the current which is sent to the cooling fan underconditions in which the temperature of the components in the inverterdevice is the top priority among the above-explained conditions.

[0021] Also, in the vehicle apparatus according to the presentinvention, an current measuring device (for example, an current sensor28 in the embodiments) for measuring current which is charged to ordischarged from the batteries is provided, and the first setting devicesets the first current value according to the temperature of thebatteries and the current which is measured by the controlling device.

[0022] In the vehicle apparatus having the above-explained structure, itis possible to determine the condition of the batteries from view pointsof the temperature of the batteries and the heat generated therein so asto set the current which is sent to the cooling fan.

[0023] In a seventh aspect according to the present invention, acontrolling method for the temperature controlling apparatus forbattery, which is provided with a cooling fan for sending cooling air toa plurality of battery which are connected to each other, comprisessteps of a temperature measuring step for measuring temperature in eachbattery, a temperature difference calculating step for calculatingtemperature difference among batteries, a controlling step for settingand controlling current value sent to the cooling fan according to thetemperature difference among batteries.

[0024] By doing this, it is possible to realize the same effects asthose in the first aspect of the present invention.

[0025] In an eighth aspect according to the present invention, acontrolling method for the temperature controlling apparatus forbattery, which is provided with a cooling fan for sending cooling air toa plurality of battery which are connected to each other, comprisessteps of a temperature measuring step for measuring temperature in eachbattery, a temperature difference calculating step for calculatingtemperature difference among batteries, a first setting step for settingand controlling a first current value sent to the cooling fan accordingto the temperature difference among batteries, a second setting step forsetting and controlling a second current value sent to the cooling fanaccording to the temperature difference among batteries, and acomparison controlling step which chooses larger current value betweenthe first current value and the second current value so as to controlthe cooling fan.

[0026] By doing this, it is possible to realize the same effect as thatin the second aspect of the present invention.

[0027] In a ninth aspect according to the present invention, in acontrolling method for the temperature controlling apparatus forbattery, an current measuring step for measuring current which ischarged to or discharged from the batteries is provided, and the firstsetting step sets the first current value according to the temperatureof the batteries and the current which is measured in the controllingstep.

[0028] By doing this, it is possible to realize the same effects asthose in the third aspect of the present invention.

[0029] In a tenth aspect according to the present invention, acontrolling method for the vehicle apparatus, having a motor for drivinga vehicle or supporting an output from the vehicle's engine and aplurality of batteries which are connected to each other for storingenergy which is generated by the motor and energy which is regeneratedby regenerating operation of the motor when the vehicle is deceleratedand a cooling fan which sends cooling air to the batteries, comprisessteps of a temperature measuring step for measuring the temperature ineach battery, a temperature difference calculating step for calculatingtemperature difference among batteries, a controlling step for settingand controlling current value sent to the cooling fan according to thetemperature difference among batteries, a speed measuring step formeasuring driving speed of the vehicle, and an current limiting step forlimiting the current according to the driving speed of the vehicle.

[0030] By doing this, it is possible to realize the same effects asthose in the fourth aspect of the present invention.

[0031] In an eleventh aspect according to the present invention, acontrolling method for the vehicle apparatus has a limitation clearingstep for canceling the limitation for the current made in the currentlimiting step under conditions in which the temperature of the batteriesrises higher than a predetermined limitation for highest temperature.

[0032] By doing this, it is possible to realize the same effects asthose in the fifth aspect of the present invention.

[0033] In a twelfth aspect according to the present invention, acontrolling method for the vehicle apparatus has a limitation cancelingstep which cancels the limitation made by the current limiting devicewhen information for the driving speed of the vehicle cannot be obtainedfrom the speed measuring device for a predetermined period of time underconditions in which electricity is charged to or discharged from thebatteries.

[0034] By doing this, it is possible to realize the same effects asthose in the sixth aspect of the present invention.

[0035] As explained above, according to a temperature controllingapparatus for battery according to the first aspect of the presentinvention, it is possible to set the current which is sent to thecooling fan according to the temperature difference among a plurality ofbatteries which are connected to each other so as to control the coolingair.

[0036] Therefore, there is an effect in that the temperature of eachbattery can be lowered by generating an air flow by using a cooling airwhich is sent from the cooling fan when the temperature is differentamong a plurality of batteries. Also, there is an effect in that thetemperature difference among the batteries can be solved.

[0037] Such effects can be obtained by performing a controlling methodaccording to the seventh aspect of the present invention.

[0038] According to a temperature controlling apparatus for batteriesaccording to the second aspect of the present invention, it is possibleto set the current which is sent to the cooling fan according to thepriority between the temperature difference among a plurality ofbatteries which are connected to each other and the temperature of thebattery so as to control the cooling air.

[0039] Therefore, an effect in that the temperatures of the batteriescan be controlled reliably when temperature of all the batteries risewithout temperature difference among a plurality of battery. That is, bygenerating an air flow by using a cooling air which is sent form thecooling fan, it is possible to deal with a case in which thetemperatures of all the batteries rise and a case in which thetemperature of any battery rises.

[0040] Such an effect can be obtained by performing the controllingmethod according to the eighth aspect of the present invention.

[0041] According to a temperature controlling apparatus for batteriesaccording to the third aspect of the present invention, it is possibleto determine the condition of the each battery from viewpoints of thetemperature of the battery and the heat generated so as to set thecurrent which is sent to the cooling fan.

[0042] Therefore, there is an effect in that the heat generation and thetemperature of the battery can be forecasted so as to anticipate theincrease of the battery temperature according to the heat generation inadvance to the actual increase of the temperature of the battery.Therefore, it is possible to control the cooling air without controltime lag.

[0043] Such effect can be obtained by performing the controlling methodaccording to the ninth aspect of the present invention.

[0044] According to a vehicle apparatus according to the third aspect ofthe present invention, it is possible to set the current which is sentto the cooling fan according to the temperature difference among aplurality of batteries which are connected to each other and change thecurrent which is sent to the cooling fan according to the driving speedof the vehicle. Thus, it is possible to control the cooling air.

[0045] Therefore, there is an effect in that it is possible to lower thetemperature of each battery by generating an air flow by using an airwhich is sent from the cooling fan so as to solve the temperaturedifferences among batteries when the temperature is different among aplurality of batteries which are carried in the vehicle. Also, it ispossible to control the cooling air such that the air noise isrestricted so as not to affect the passengers in the vehicle accordingto the driving speed (driving condition) of the vehicle.

[0046] Such effects can be obtained by performing the controlling methodaccording to the tenth aspect of the present invention.

[0047] According to a vehicle apparatus according to the fifth aspect ofthe present invention, it is possible to send a cooling air to thebattery regardless of the driving speed of the vehicle because thelimitation for the current which is sent to the cooling fan is clearedwhen the temperature of the battery exceeds the predetermined limitationfor highest temperature in the battery.

[0048] Therefore, there is an effect in that it is possible to controlthe cooling air from the cooling fan such that the performance of thebattery is not deteriorated while restricting the air noise withintolerable range for the passengers in the vehicle during the control ofthe cooling air from the cooling fan. Thus, it is possible to controlthe temperature of the battery reliably.

[0049] Such effects can be obtained by performing the controlling methodaccording to the eleventh aspect of the present invention.

[0050] According to a vehicle apparatus according to the sixth aspect ofthe present invention, it is possible to send a cooling air to thebattery regardless of the driving speed of the vehicle because thelimitation for the current which is sent to the cooling fan is clearedwhen information for the driving speed of the vehicle cannot be obtainedfor a predetermined period of time.

[0051] Therefore, there is an effect in that it is possible to controlthe cooling air from the cooling fan according to the temperature ofbatteries such that the performance of the battery is not deterioratedwhile restricting the air noise within a tolerable range for passengersin the vehicle during the control of the cooling air from the coolingfan. Thus, it is possible to control the temperature of the batteryreliably.

[0052] Such effects can be obtained by performing the controlling methodaccording to the twelfth aspect of the present invention.

[0053] In the vehicle apparatus according to the present invention, thecurrent which is sent to the cooling fan is controlled under conditionsthat the temperature difference among the batteries takes priority overthe temperature of each battery. Also, the current which is sent to thecooling fan is controlled under conditions that the vehicle speed takespriority over the temperature difference among batteries. Furthermore,the vehicle apparatus controls the current which is sent to the coolingfan under conditions that the temperature of the components in theinverter device is the top priority among the above-explainedconditions.

[0054] Therefore, there is an effect in that it is possible to controlthe cooling air from the cooling fan such that the performance of theinverter device which supplies current to a power supply for driving thevehicle is not deteriorated while restricting the air noise within atolerable range for passengers in the vehicle. Thus, it is possible tocontrol the temperature of the battery reliably.

[0055] Also, by determining the condition of the each battery from viewpoints of the temperature of the battery and the heat generated so as toset the current which is sent to the cooling fan, there is an effect inthat the heat generation can be forecasted so as to anticipate theincrease of the battery temperature according to the heat generation inadvance of the actual increase of the temperature of the battery.Therefore, it is possible to control the cooling air without controltime lag.

BRIEF DESCRIPTION OF THE DRAWINGS

[0056]FIG. 1 is a block diagram showing a structure and wiring for theelectric components for a vehicle including a temperature controllingapparatus for batteries according to a first embodiment of the presentinvention.

[0057]FIG. 2 is a view showing a structure which is used for carryingthe temperature controlling apparatus for batteries according to thefirst embodiment in the vehicle.

[0058]FIG. 3 is a flow chart showing an energy storage device coolingrequirement DUTY value searching operation for a temperature controllingapparatus for batteries according to the first embodiment.

[0059]FIG. 4 is a flow chart showing a cooling operation startdetermining process for a temperature controlling apparatus forbatteries according to the first embodiment.

[0060]FIG. 5 is a flow chart showing a control DUTY value outputtingoperation for a temperature controlling apparatus for batteriesaccording to the first embodiment.

[0061]FIG. 6 is a flow chart showing an operational noise tolerance DUTYdetermining process for a temperature controlling apparatus forbatteries according to the first embodiment.

[0062]FIG. 7 is a flow chart showing fan mode cooperative process for atemperature controlling apparatus for batteries according to the firstembodiment.

[0063]FIG. 8 is a view showing a waveform as a result for a controllingoperation for a cooling fan for a temperature controlling apparatus forbatteries according to the first embodiment.

DETAILED DESCRIPTION OF THE INVENTION

[0064] Hereafter, the embodiments according to the present invention areexplained with reference to the drawings as follows.

[0065]FIG. 1 is a block diagram showing a structure and wiring for theelectric components for a vehicle including a temperature controllingapparatus for batteries according to a first embodiment of the presentinvention.

[0066] In FIG. 1, reference numeral 1 indicates a high-voltage (forexample, 144 [V]) battery of which voltage is higher than 12 [V] inwhich a plurality (for example, three pieces) of battery are connectedin series as an electric power supply for supplying electrical power toeach component in the vehicle. Reference numeral 2 indicates ahigh-voltage switch for switching a wiring so as to determine whether ornot the current of the high-voltage battery 1 is supplied to eachcomponent in the vehicle.

[0067] Reference numeral 3 indicates an inverter for driving a motor forinverting the current which is supplied from the high-voltage battery 1via the high-voltage switch 2 into 3-phase current which is to besupplied to a 3-phase AC motor 4 for generating a driving force fordriving the vehicle.

[0068] Also, to the 3-phase AC motor 4, an engine which is used fordriving a car by combusting a fuel not by using current is connected.Here, a vehicle is driven only by the engine 5 or by the engine 5 andthe 3-phase AC motor which support the output from the engine 5.

[0069] Here, the high-voltage battery 1 is charged by a regeneratedenergy which is produced by the 3-phase AC motor 4 via the inverter 3for driving the motor. Also, it is acceptable that an alternator forgenerating current by using a rectifying circuit and the engine can beconnected to the high-voltage battery 1 via a high-voltage switch 2 whenthe voltage in the high-voltage battery 1 is, for example, 42 [V].

[0070] Also, a DC/DC converter 6 converts the current which is suppliedfrom the high-voltage battery 1 via the high-voltage switch 2 into ancurrent having 12 [V] which is supplied as a power supply to a computersprovided at various parts in the vehicle for controlling the vehicle andaccessories such as lighting devices, air conditioners, and fuel pumps.

[0071] Also, to an output line of the DC/DC converter 6, a 12V battery 7to which the converted current having 12 [V] is charged is connected.Furthermore, to the output line (both ends of the 12V battery 7) of theDC/DC converter 6, the accessories for the vehicle such as a lightingdevice 8 and the air conditioner 9 are connected in parallel viaswitches.

[0072] Connection for accessories is explained in detail as follows. Alight 8 is a head light for lighting ahead of the vehicle. The light 8is connected to the DC/DC converter 6 and the 12V battery 7 via a lightswitch 10 which is operated by an occupant in the vehicle. An airconditioner 9 is used in the vehicle. The air conditioner 9 is connectedto the DC/DC converter 6 and the 12V battery 7 in parallel via an airconditioner switch 11 which is operated by an occupant in the vehicle.Here the light switch 10 and the air conditioner switch 11 are insertedinto a plus terminal for a connection line 13 which connects the DC/DCconverter, the 12V battery 7, and accessories therefor. The light switch10 and the air conditioner switch 11 perform switching operation betweenthe DC/DC converter 6, the 12V battery 7, and the accessories byoperation performed by the occupant in the vehicle.

[0073] Also, to an output line (both ends of the 12V battery 7) of theDC/DC converter 6, vehicle accessories 14 such as fuel pump motor whichare carried on various part of the vehicle are connected via an ignitionswitch 15 for switching the current which is supplied to the vehicleaccessories 14. Here, the ignition switch 15 is inserted into a plusterminal for the connection line 16 which connects the DC/DC converter6, the 12V battery, and the vehicle accessories 14. The current issupplied to the vehicle accessories 14 when the ignition switch 15 isclosed by the passenger in the vehicle.

[0074] Furthermore, to the output line (both ends of the 12V battery 7)of the DC/DC converter 6, a plurality of electric controlunit(hereinafter called ECU) 17-1 to 17-n (n is an integer) which arecomputers provided in various part in the vehicle for controlling thevehicle are connected in parallel.

[0075] Also, a cooling fan 18 cools the high-voltage battery 1, theinverter 3 for driving a motor, and DC/DC converter 6. A connection line19 which notifies the rotating speed of the cooling fan from the coolingfan 18 is connected only to the ECU 17-1 among a plurality of ECU 17-1to 17-n. Also, between the ECU 17-1 and the cooling fan 18, a connectionline 20 which is used for the ECU 17-1 to control the rotation speed ofthe cooling fan 18 by a control DUTY value (current which is sent to thecooling fan 18) for Pulse Width Modulation (hereinafter called PWM) isconnected. Here, the ECU 17-1 absorbs the slight change in the rotationwhich is caused by difference of accuracy existing in the products whichis produced in the mass-production and the increase of friction in therotational axis of the cooling fan 18 by monitoring the rotation of thecooling fan by the connection line 19 and feeding back the monitoringresult to the control DUTY value so as to maintain the cooling airuniformly.

[0076] Also, near the high-voltage battery 1, temperature sensors 21 a,21 b, and 21 c are provided which measure the temperature of eachbattery contained in the high-voltage battery 1 which is used fordetermining the control DUTY value of the cooling fan 18 by the ECU17-1. From the temperature sensors 21 a, 21 b, and 21 c, connectionlines 22 a, 22 b, and 22 c which notify the measured temperature to theECU 17-1 are connected to the ECU 17-1. Here, in the embodiments of thepresent invention, a total of 3 temperature sensors are prepared so asto correspond to the 3 batteries which are connected in series in thehigh-voltage battery 1.

[0077] Similarly, near the inverter 3 for driving a motor and the DC/DCconverter 6, temperature sensors 23 and 24 are provided which measuresthe temperature of the inverter 3 for driving a motor and the DC/DCconverter 6 such that the measured temperature value is used for theECU-1 to determining the control DUTY value for the cooling fan 18. Fromthe temperature sensors 23, 24, connection lines 25 and 26 which notifythe ECU 17-1 of the measured temperature are connected to the ECU Also,to the connection line 27 which connects the high-voltage battery 1 andthe high-voltage switch 2, an current sensor 28 is provided formeasuring the current which is charged to and discharged from thehigh-voltage battery 1 such that the ECU 17-1 forecasts the heatgeneration in the high-voltage battery 1 which is used for determiningthe control DUTY value of the cooling fan 18. The amount of the currentwhich is charged to and discharged from the high-voltage battery 1 isnotified to the ECU 17-1 via the connection line 29. Here, the heatgeneration W in the high-voltage battery 1 can be determined by afollowing formula F1 under condition that r[Ω] is an internal resistancein the high-voltage battery 1 and I[A] is an current which is charged toand discharged from the high-voltage battery 1.

W=r×(I ²)  F1

[0078] Here, it is understood that W is in proportion to a value such as(I²); thus, the W can be forecasted in advance. Here, when r as aninternal resistance is used, W as a heat generation can be forecastedaccurately. If (I²) is calculated while omitting the r as an internalresistance, degree of heat generation in the high-voltage battery 1 canbe forecasted. Here, (I²) indicates a square of I as an current which ischarged to and discharged from the high-voltage battery 1.

[0079] Also, to the ECU 17-1, a vehicle speed information V which isused for the ECU 17-1 to determine the control DUTY value of the coolingfan 18 is input from a vehicle speed sensor (not shown in FIG. 1) whichmeasures the driving speed of the vehicle.

[0080] Structure and the wiring condition of the electrical componentsuch as a temperature controlling apparatus for the battery in thevehicle of an embodiment according to the present invention areexplained as above. Next, an example for carrying the temperaturecontrolling apparatus for a battery in the present embodiment isexplained with reference to the drawings as follows.

[0081]FIG. 2 is a view showing a structure of a high-voltage electriccomponents cooling apparatus 50 which is used for carrying thetemperature controlling apparatus for batteries according to the firstembodiment on the vehicle. As shown in FIG. 2, a high-voltage electriccomponents cooling apparatus 50 is provided with a suction duct 51, abattery box 52, a heat sink case 53, an exhaust duct 54, and an exteriorenclosure box 55. Here, a cooling fan 18 which is explained withreference to FIG. 1 is provided on the tip of the exhaust duct 54. Also,an electric component box is made from the battery box 52, the heat sinkcase 53, and the exterior enclosure box 55.

[0082] Here, the suction duct 51 has a cooling air intake port 61 whichis opened and closed by a shutter 60. The battery box 52 has a boxstructure. Atop opening section 62 is communicated through a bottomopening section 63 in the suction duct 51. Inside of the battery box 52,the high-voltage battery 1 which was explained with reference to FIG. 1is attached such that the cooling air can communicate therethrough. Heatsink 53 also has a box structure. A top opening section 64 iscommunicated through a bottom opening section 65 in the exhaust duct 54.In the heat sink case 53, the heat sink is provided such that thecooling air can pass therethrough. On the outside of the heat sink case53, the inverter 3 for driving a motor shown in FIG. 1 and the DC/DCconverter 6 are provided.

[0083] In addition, the battery box 52, the heat sink case 53, theinverter 3 for driving motor, and the DC/DC converter 6 are enclosed bythe exterior enclosure box 55. The exterior enclosure box 55 has anair-tight box which has openings 66 and 67 on its top. One of theopening 66 communicates a connected section in a sealing manner at whichthe bottom opening 63 of the suction duct 51 and the top opening 62 ofthe battery box 52 are connected. The other opening 67 communicates aconnected section in a sealing manner at which the bottom opening 65 ofthe exhaust duct 54 and the top opening 64 of the heat sink case 53 areconnected. Also, in an internal space of the exterior enclosure box 55,a bottom opening 68 of the battery box 52 and the bottom opening 69 ofthe heat sink case 53 are communicating.

[0084] The exhaust duct 54 has a cooling air exhaust port 70. In thecooling air exhaust port 70, a cooling fan 18 is provided. Also, thecooling fan and the shutter 60 acts synchronously; thus, when thecooling fan 18 rotates, the shutter 60 opens, and when the cooling fan18 stops, the shutter 60 is closed.

[0085] In the high-voltage electric components cooling apparatus 50,when the cooling fan 18 rotates, the shutter 60 is opened; thus, thecooling air is introduced from the cooling air intake port 61 into thesuction duct 51. The cooling air which is introduced into the suctionduct 51 is exhausted to the exterior enclosure box 55 from the bottomopening 68 through the battery box 52 from the suction duct 51.Consequently, the cooling air exchanges heat with the high-voltagebattery 1 when the cooling air passes in the battery box 52. As aresult, the high-voltage battery 1 is cooled, and the temperature of thecooling air slightly rises; thus, the cooling air is exhausted to theexterior enclosure box 55. Here, because the operational temperature ofthe high-voltage battery 1 is low, even if the temperature of thecooling air rises during the cooling operation for the high-voltagebattery 1, it is still low enough to cool the inverter 3 for drivingmotor and the DC/DC converter 6.

[0086] The cooling air which is exhausted to the exterior enclosure box55 is introduced into the heat sink case 53 because the exteriorenclosure box 55 has an air tight structure. That is, the inside of theexterior enclosure box 55 becomes a cooling air flow path 71 forintroducing the cooling air after cooling the high-voltage battery 1into the inverter 3 for driving motor. The cooling air which isintroduced into the heat sink case 53 is exhausted to the exhaust duct54 throught the heat sink case 53. Furthermore, the cooling air isabsorbed by the cooling fan 18 via the cooling air exhaust port 70 so asto be exhausted the outside. In addition, the cooling air exchange heatwith the heat sink when the cooling air passes in the heat sink case 53.Heat in the inverter 3 for driving motor and the DC/DC converter 6 istransferred to the heat sink via the heat sink case 53; therefore, theinverter 3 for driving motor and the DC/DC converter 6 are cooled by theheat exchange between the cooling air and the heat sink.

[0087] As explained above, in the high-voltage electric componentscooling apparatus 50, the cooling air is enforced to pass by a coolingfan 18 so as to cool the inverter 3 for driving motor and the DC/DCconverter 6 by the cooling air after cooling the high-voltage battery 1while taking a fact that the temperature in the inverter 3 for drivingmotor and the DC/DC converter 6 are higher than the operationaltemperature of the high-voltage battery 1 into account. Therefore, it ispossible to cool the high-voltage battery 1, inverter 3 for drivingmotor, and the DC/DC converter 6 efficiently by less cooling energy inan efficient manner.

[0088] In a vehicle apparatus having a temperature controlling apparatusfor battery according to the present embodiment, a high-voltage electriccomponents cooling apparatus 50 is provided between, for example, therear seat and a trunk room of an automobile so as to introduce the airin the vehicle room into the suction duct 51 from the cooling air intakeport 61 in the suction duct 51 via an opening section which is formed ina rear tray of the automobile.

[0089] Next, movement in the present embodiment is explained withreference to drawings as follows.

[0090]FIG. 3 is a flow chart showing an energy storage device coolingrequirement DUTY value searching operation for a temperature controllingapparatus for battery according to the first embodiment. Here, for anenergy storage device, a battery and a capacitor can be named. Also, anenergy storage device cooling requirement DUTY value searching operationindicates a movement in which a control DUTY value which is required fordriving the cooling fan 18 based on the temperature and the heatgeneration of the high-voltage battery 1 is determined for cooling thehigh-voltage battery 1.

[0091] In FIG. 3, first, the ECU 17-1 measures current which is chargedto and discharged from the high-voltage battery 1 flowing in theconnection line 27 by the current sensor 28 so as to calculate theaverage heat generation of the high-voltage battery 1 based on theabove-mentioned formula F1 (step S1).

[0092] Next, the ECU 17-1 performs a cooling operation start determiningoperation (step S2) in which whether or not the temperature of thehigh-voltage battery 1 which is measured by the temperature sensors 21a, 21 b, and 21 c, and the average heat generation in the high-voltagebattery 1 which is calculated in the step S1 are higher than thepredetermined limitation for highest temperature or the predeterminedlimitation for highest heat generation is determined.

[0093] Consequently, as a result of the cooling operation startdetermining process, it is determined whether a cooling operation starttemperature determining flag, which indicates that the temperature ofthe high-voltage battery 1 is higher than the predetermined limitationfor highest temperature, indicates “1 (one)” (when the temperature ofthe high-voltage battery 1 is higher than the predetermined limitationfor highest temperature, the flag indicates “1 (one)”) (step S3).

[0094] In the step S3, in case in which the temperature of thehigh-voltage battery 1 is not higher than the predetermined limitationfor highest temperature (No in the step S3), it is determined whether acooling operation start heat generation determining flag, whichindicates that the heat generation of the high-voltage battery 1 ishigher than the predetermined limitation for highest heat generation,indicates “1 (one)” (when the heat generation of the high-voltagebattery 1 is higher than the predetermined limitation for highest heatgeneration, the flag indicates “1 (one)”) (step S4).

[0095] In the step S3, in case in which the temperature of thehigh-voltage battery 1 is higher than the predetermined limitation forhighest temperature (YES in the step S3), or in the case in which theheat generation of the high-voltage battery 1 is higher than thepredetermined limitation for the highest heat generation in the step S4(YES in the step S4), in order to cool the high-voltage battery 1, anenergy storage device cooling operation requirement DUTY map searchingprocess is performed (step S5) so as to determine the energy storagecooling operation requirement DUTY value (a first setting value, a firstcurrent) based on the temperature and the heat generation so as tonotify the cooling fan 18.

[0096] In the energy storage cooling operation requirement DUTY mapsearching process, the control DUTY value is determined on a Z-axiswhich is required for PWM control for the cooling fan 18 according to athree dimensional map in which the highest temperature which isrepresented on an X-axis and the generate heat of the high-voltagebattery 1 on a Y-axis. Here, the above-mentioned three-dimensional mapis set such that the control DUTY value which is required for PWMcontrol for the cooling fan 18 increases (rotation of the cooling fan 18increase) when the highest temperature in the high-voltage battery 1rises, or the heat generation in the high-voltage battery 1 increases.

[0097] On the other hand, in the step S4, in a case in which the heatgeneration in the high-voltage battery 1 is not higher than thepredetermined limitation for highest heat generation (NO in step S4), “0(zero)” is set for the energy storage cooling operation requirement DUTYvalue (step S6).

[0098] Also, after the energy storage device cooling operationrequirement DUTY value is determined in the steps S5 or S6, next, theECU 17-1 deducts the lowest temperature which is shown in one of thebatteries from the highest temperature which is shown in other one ofthe batteries in the temperature which is measured by the temperaturesensors 21 a, 21 b, and 21 c so as to determine differences in thetemperature among a plurality of battery in the high-voltage battery 1(step S7)

[0099] Accordingly, a temperature difference DUTY table search isperformed according to the measured temperature difference (step S8).

[0100] According to the result of the temperature difference DUTY tablesearch, in order to solve the temperature difference among a pluralityof batteries, after the difference requirement DUTY value (a secondsetting value, a second current) which is required for the cooling fan18 is obtained, it is determined whether or not the present energystorage device cooling operation requirement DUTY value is larger thanthe difference requirement DUTY value (step S9).

[0101] In the step S9, in a case in which the present energy storagedevice cooling operation requirement DUTY value is larger than thedifference requirement DUTY value (YES in the step S9), the energystorage device cooling operation requirement DUTY value searchingoperation is over without performing any particular operation.

[0102] Also, in a case in which the present energy storage devicecooling operation requirement DUTY value is smaller than the differencerequirement DUTY value (NO in the step S9), the difference requirementDUTY value is set for the energy storage device cooling operationrequirement DUTY value (step S10), and the energy storage device coolingoperation requirement DUTY value searching operation is over.

[0103] Next, the cooling operation start determining process for theenergy storage device cooling operation requirement DUTY value searchingoperation in the temperature controlling apparatus for batteries isexplained with reference to the drawings.

[0104]FIG. 4 is a flow chart showing a cooling operation startdetermining process for a temperature controlling apparatus forbatteries according to the present embodiment.

[0105] In FIG. 4, first, the ECU 17-1 determines whether or not thecooling operation starting temperature determining flag is. “1 (one)”(when the temperature in the high-voltage battery 1 is higher than thepredetermined limitation for highest temperature, the flag is “1 (one)”)(step S21).

[0106] In the step S21, in a case in which the cooling operationstarting temperature determining flag is not “1 (one)” (NO in the stepS21), it is determined whether or not the highest temperature in thehigh-voltage battery 1 is higher than the cooling operation startingtemperature determination value (step S22).

[0107] In the step S22, in a case in which the highest temperature inthe high-voltage battery 1 is lower than the cooling operation startingtemperature determination value (YES in the step S22), “0 (zero)” is setfor the cooling operation starting temperature determination flag (stepS23).

[0108] Also, in the step S22, in a case in which the highest temperaturein the high-voltage battery 1 is higher than the cooling operationstarting temperature determination value (NO in the step S22), “1 (one)”is set for the cooling operation starting temperature determination flag(step S24).

[0109] On the other hand, in the step S21, in case in which the coolingoperation starting temperature determination flag is “1 (one)” (YES inthe step S21), nothing particular is performed in the step so as toprogressed to the next step S25.

[0110] Next, the ECU 17-1 determines whether or not the coolingoperation starting heat generation determination flag is “1 (one)” (whenthe heat generation in the high-voltage battery 1 is higher than thepredetermined limitation for highest heat generation, the flag is “1(one)”) (step S25).

[0111] In the step S25, in a case in which the cooling operationstarting heat generation determination flag is not “1 (one)” (NO in thestep S25), it is determined whether or not the heat generation in thehigh-voltage battery 1 is lower than the cooling operation starting heatgeneration determination value (step S26).

[0112] In the step S26, in a case in which the heat generation in thehigh-voltage battery 1 is lower than the cooling operation starting heatgeneration determination value (YES in the step S26), “0 (zero)” is setin the cooling operation starting heat generation determination flag soas to finish the cooling operation starting determining process (stepS27).

[0113] Also, in the step S26, the heat generation in the high-voltagebattery 1 is higher than the cooling operation starting heat generationdetermination value (NO in the step S26), “1 (one)” is set for thecooling operation starting heat generation determining flag so as tofinish the cooling operation starting determining process (step S28).

[0114] On the other hand, in the step S25, in a case in which thecooling operation heat generation flag is “1 (one)” (YES in the stepS25), no particular process is performed and the cooling operationstarting determining process is finished.

[0115] Next, an operation for the control DUTY value output in thetemperature controlling apparatus for battery according to the presentembodiment is explained with reference to the drawings.

[0116]FIG. 5 is a flow chart showing a control DUTY value outputtingoperation for a temperature controlling apparatus for batteriesaccording to the present embodiment. Here, in the control DUTY valueoutputting operation, actual control DUTY value for the cooling fan 18is obtained so as to drive the cooling fan 18 by taking the energystorage device cooling requirement DUTY value which is determined by theenergy storage device cooling operation requirement DUTY value searchingoperation in the steps S1 to S10 and a tolerable noise level in thecooling fan 18 into account according to the cooling requirement from apower supply unit such as the inverter 3 for driving motor and the DC/DCconverter 6.

[0117] In FIG. 5, first, the ECU 17-1 determines whether or not thetemperature control relay operation requirement is under idle stopcondition (step S31).

[0118] In the step S31, in a case in which the temperature control relayoperation requirement is under idle stop condition (YES in the stepS31), it is determined whether or not there is an Integrated Power Unit(hereinafter called IPU) cooling operation requirement (step S32) Here,for an IPU, a power supply unit such as inverter 3 for driving motor orDC/DC converter 6 can be named. Also, the IPU cooling operationrequirement is a signal for requiring for cooling the inverter 3 fordriving motor and the DC/DC converter 6 in a case the temperature whichis measured by the temperature sensors 23 and 24 which are provided inthe inverter 3 for driving motor and the DC/DC converter 6 which areenclosed together with the battery box 52 and the heat sink case 53 bythe exterior enclosure box 55 is higher than the predeterminedlimitation for highest temperature for components such as inverter 3 fordriving motor and DC/DC converter 6. That is, the IPU cooling operationrequirement DUTY value which is explained later (a fourth current) is acontrol DUTY value for the cooling fan 18.

[0119] Therefore, in the step S32, in a case in which there is not theIPU cooling operation requirement (NO in the step S32), the high-voltagebattery 1 does not have to cool the inverter 3 for driving motor and theDC/DC converter 6; thus, “0 (zero)” is set for the control DUTY value(step S33).

[0120] On the other hand, in the step S33, in a case in which thetemperature control relay operation requirement is not under idle stopcondition (NO in the step S31), or in a case in which there is an IPUcooling operation requirement in the step S32 (YES in the step S32), atfirst, a vehicle speed zero cooling operation determining process isperformed (step S34) Here, in the vehicle speed zero cooling operationdetermining process, it is determined whether or not a vehicle speedinformation is correct so as to determine whether or not a vehicle speedinformation which can be a reference for determining whether or not atolerable level is realized in the operational noise tolerance DUTYdetermining process which is explained later. When the vehicle speedinformation is abnormal, “1 (one)” is set for a low vehicle speed flag.

[0121] Next, the operational noise tolerance DUTY determining process isperformed (step S35) for determining the control DUTY value according tothe tolerable noise level of the cooling fan 18 based on the vehiclespeed. Here, the detail o f the operational noise tolerance DUTYdetermining process is explained later.

[0122] Also, the actual control DUTY value is determined according tothe tolerable noise level of the cooling fan 18 dependent on the vehiclespeed is determined for the control DUTY value which is required for thetemperature and the heat generation of the high-voltage battery 1 in theoperational noise tolerance DUTY determining process. Consequently, thecontrol DUTY value which is required for the high-voltage battery 1(energy storage device) are cooperated to the control DUTY value whichis required for the inverter 3 for driving motor and the DC/DC converter6 (IPU) and the like. Furthermore, a fan mode cooperative process isperformed for determining the final control DUTY value (step S36). Thedetail of the fan mode cooperative process is explained later.

[0123] In addition, after the control DUTY value is determined in theabove-explained step S33 or the step S36, it is outputted to the coolingfan 18 so as to perform the cooling fan control according to thedetermined control DUTY value (step S37).

[0124] Next, an operational noise tolerance DUTY determining process inthe control DUTY value outputting operation for the temperaturecontrolling apparatus for batteries is explained with reference todrawings.

[0125]FIG. 6 is a flow chart showing an operational noise tolerance DUTYdetermining process for a temperature controlling apparatus forbatteries according to the present embodiment.

[0126] In FIG. 6, at first, the ECU 17-1 performs the operational noisetolerance DUTY value table search (step S41) for determining theoperational noise tolerance DUTY value (a third current) in the vehiclespeed which is shown in the vehicle speed information according to theoperational noise tolerance requirement table which shows the controlDUTY value limit for the cooling fan 18 such that the operational noiseof the fan is tolerable for an occupant in the vehicle according to thevehicle speed based on the vehicle speed information which is obtainedby the vehicle speed sensor (not shown in the drawing).

[0127] Next, it is determined whether or not the vehicle speedinformation is normal according to the low vehicle speed which is set inthe vehicle speed zero cooling operation determining process (step S42).

[0128] In the step S42, in case in which the low vehicle speed flag isset at “0 (zero)” and the vehicle speed information is normal (YES inthe step S42), it is determined whether or not the highest temperaturein the high-voltage battery 1 is lower than battery temperaturedetermining threshold (step S43).

[0129] Next, in the step S43, in a case in which the highest temperaturein the high-voltage battery 1 is lower than the battery temperaturedetermining threshold (YES in the step S43), it is determined whether ornot the energy storage device cooling operation requirement DUTY valueis higher than the operational noise tolerance DUTY value (step S44).

[0130] In addition, in the step S44, in a case in which the energystorage device cooling operation requirement DUTY value is higher thanthe operational noise tolerance DUTY value (YES in the step S44), theoperational noise tolerance DUTY value is set for the battery coolingoperation requirement DUTY value (step S45) so as to end the operationalnoise tolerance DUTY determining process.

[0131] On the other hand, the energy storage device cooling operationrequirement DUTY value is set at the battery cooling operationrequirement DUTY value (step S46) so as to end the operational noisetolerance DUTY determining process if either one of the followingconditions occur such as, in the step S42, in a case in which the lowvehicle speed flag is set at “1 (one)” and the vehicle speed informationis abnormal (NO in the step S42), or in the step S43, in a case in whichthe highest temperature in the high-voltage battery 1 is higher than thebattery temperature determining threshold (NO in the step S43), andfurthermore, in the step S44, in a case in which the energy storagedevice cooling operation requirement DUTY value is lower than theoperational noise tolerance DUTY value (NO in the step S44).

[0132] Next, a fan mode cooperative processing operation in the controlDUTY value outputting operation for the temperature controllingapparatus for batteries is explained with reference to drawings.

[0133]FIG. 7 is a flow chart showing fan mode cooperative process for atemperature controlling apparatus for battery according to the presentembodiment.

[0134] In FIG. 7, at first, the ECU 17-1 performs a anti-hightemperature idling process so as to prevent the high-voltage battery 1from being heated because the cooling fan 18 works when ahigh-temperature air is introduced in the suction duct 51 from thecooling air intake port 61 in the suction duct 51 when an engine isunder idle condition in high temperature atmosphere.

[0135] Here, in the anti-high temperature idling process, the coolingfan 18 is stopped when the temperature in the high-voltage battery 1 ishigher than the predetermined limitation for highest temperature so asnot to deteriorate the performance of the high-voltage battery 1 whentemperature in the high-voltage battery 1 rises due to the cooling fan18.

[0136] That is, at first, it is determined whether or not the highesttemperature in the high-voltage battery 1 is lower than the batterycooling operation stop threshold (step S51).

[0137] In the step S51, in a case in which the highest temperature inthe high-voltage battery 1 is higher than the battery cooling operationstoop threshold (NO in the step S51), it is determined whether or not apassenger is in the vehicle (step S52) according to signals which isoutputted, for example, from the seat sensor (such as a load sensor oran infrared sensor) which are provided to the seats in the vehicle.

[0138] Consequently, in the step S52, in a case in which a passenger isnot in the vehicle (NO in the step S52) “0 (zero)” is set at the batterycooling operation requirement DUTY value (step S53).

[0139] Also, in the step S51, in a case in which the highest temperaturein the high-voltage battery 1 is lower than the battery coolingoperation stop threshold (YES in the step S51), it is determined whetheror not the highest temperature in the high-voltage battery 1 is lowerthan an IPU cooling operation stop threshold (step S54).

[0140] In the step S54, in a case in which the highest temperature inthe high-voltage battery 1 is higher than the IPU cooling operation stopthreshold (NO in the step S54), it is determined whether or not anoccupant is in the vehicle (step S55) according to signals which areoutputted from the seat sensors (such as a load sensor and an infraredsensor) which are provided to the seat as similar to the case in thestep S52.

[0141] Additionally, in the step S55, in a case in which a passenger isnot in the vehicle (NO in the step S55) “0 (zero)” is set for the IPUcooling operation requirement DUTY value (step S56), and “1 (one)” isset for the battery high temperature FAN stop flag (step S57) so as tostop the cooling fan 18.

[0142] On the other hand, the anti-high temperature idling process isfinished so as to perform a fan mode cooperative process when either oneof following conditions occurs in which, in a case in which a passengeris in the vehicle (YES in the step S52) in the step S52, or in a case inwhich a passenger is in the vehicle (YES in the step S55) in the stepS55, furthermore in a case in which the highest temperature in thehigh-voltage battery 1 is lower than the IPU cooling operation stopthreshold (YES in the step S54) in the step 54.

[0143] In the fan mode cooperative process, at first, it is determinedwhether or not the battery cooling operation requirement DUTY value ishigher than the IPU cooling operation requirement DUTY value (step S58).

[0144] In the step S58, in a case in which the battery cooling operationrequirement DUTY value is higher than the IPU cooling operationrequirement DUTY value (YES in the step S58), the battery coolingoperation requirement DUTY value is set for the control DUTY value (stepS59) so as to end the fan mode cooperative process.

[0145] Also, in the step S58, in a case in which the battery coolingoperation requirement DUTY value is lower than the IPU cooling operationrequirement DUTY value (NO in the step S58), the IPU cooling operationrequirement DUTY value is set for the control DUTY value (step S60) soas to end the fan mode cooperative process.

[0146] Next, the result of cooling fan control shown in theabove-explained flow chart for the temperature controlling apparatus forbattery according to the present embodiment is explained with referenceto the drawings.

[0147]FIG. 8 is a view showing a waveform as a result for a controllingoperation for a cooling fan for a temperature controlling apparatus forbattery according to the present embodiment. In (1) in FIG. 8, a graphfor transitional change temperature in the high-voltage battery 1 isshown. A continuous line shown in (2) in FIG. 8 indicates a transitionalchange of the control DUTY value for the cooling fan 18. In (3) in FIG.8, a transitional change for the vehicle speed is shown. In (4) in FIG.8, a transitional change of the IPU cooling operation requirement valueis shown.

[0148] At t1 in FIG. 8, when the temperature or the heat generation inthe high-voltage battery 1 is higher than the cooling operation startdetermination threshold, the cooling fan 18 starts cooling operation.

[0149] Here, as shown in FIG. 8, the cooling fan 18 is controlled by thecontrol DUTY value (DUTY value which is indicated by a dot-line shown in(2) in FIG. 8) which is determined by the temperature in thehigh-voltage battery 1 during a period t1 to t5. The cooling fan 18 iscontrolled by the control DUTY value (DUTY value which is indicatedrough-dot-line shown in (2) in FIG. 8) according to the tolerable noiselevel of the cooing fan 18 based on the vehicle speed during period t5to t6.

[0150] Also, during period t2 to t3, the cooling fan 18 is controlledaccording to an LO mode forcibly according to the IPU cooling operationrequirement value regardless of the control DUTY value which takes thecontrol DUTY value according to the battery temperature and thetolerable noise level of the cooling fan 18 according to the vehiclespeed into account. During period t3 to t4, the cooling fan 18 iscontrolled according to HI mode forcibly by the IPU cooling operationrequirement value.

[0151] By doing this, in the temperature controlling apparatus forbatteries according to the present embodiment, the cooling fan 18performs the cooling operation such that the control DUTY value which isrequired for the temperature and the heat generation in the high-voltagebattery 1 is limited by the control DUTY value according to thetolerable noise level of the cooling fan based on the vehicle speed in acase in which the temperature in the high-voltage battery 1 is lowerthan the predetermined limitation for highest temperature. However, in acase in which the temperature in the high-voltage battery 1, thetemperature in the inverter 3 for driving motor, and the temperature inthe DC/DC converter 6 are higher than the predetermined limitation forhighest temperature, the cooling fan 18 is driven so as to perform thecooling operation such that the performance in the high-voltage battery1, inverter 3 for driving motor, and the DC/DC converter 6 is notaffected according to the energy storage device cooling operationrequirement value and the IPU cooling operation requirement value.

[0152] As explained above, by the temperature controlling apparatus forbattery according to the present embodiment, and by a vehicle apparatusprovided with the temperature controlling apparatus for battery, it ispossible not only to lower the temperature of each battery but also tosolve the difference in the temperatures among each of a plurality ofbatteries by generating an air flow which flows in the battery box 52,the exterior enclosure box 55, and the heat sink case 53 by using theair which is sent from the cooling fan 18 in a case in which there istemperature difference among a plurality of batteries which arecontained in the high-voltage battery 1. Also, there is an effect inthat the high-voltage battery 1, the inverter 3 for driving motor, andthe DC/DC converter 6 can be cooled efficiently with less cooling energyby cooling the inverter 3 for driving motor and the DC/DC converter 6 byusing the cooling air which is used after cooling the high-voltagebattery 1 according to a fact that the temperature in the inverter 3 fordriving motor and the DC/DC converter 6 is higher than the operationaltemperature in the high-voltage battery 1.

[0153] Furthermore, there is an effect in that it is possible to controlthe cooling fan 18 in a seamless control manner instead of conventionalstep controlling manner so as to perform finer air control bydetermining the control DUTY value which is required for PWM control forthe cooling fan 18 on a Z-axis in a seamless manner according to athree-dimensional map on which the highest temperature in thehigh-voltage battery 1 is indicated on the X-axis and the heatgeneration in the high-voltage battery 1 is indicated on the Y-axis.

[0154] Also, there is an effect in that it is possible to deal with thehigh-voltage battery 1 having high temperature so as to perform reliabletemperature control for batteries by generating an air flow by using anair which is sent from the cooling fan even if there is no temperaturedifference among a plurality of batteries contained in the high-voltagebattery 1 and the temperature in the entire high-voltage battery 1 ishigh.

[0155] Furthermore, there is an effect in that it is possible to set thecurrent which is sent to the cooling fan 18 by determining the conditionof the batteries contained in the high-voltage battery 1 based on boththe temperature and the heat generation in the battery so as to estimatethe heat generation in the battery. Thus, it is possible to detect therise in the temperature in the battery based on the heat generationbefore the temperature in the battery actually rises so as to realizeair control without control time lag.

[0156] Also, when the cooling fan 18 sends air to the high-voltagebattery 1, it is possible to control the cooling air from the coolingfan according to the temperature in the battery such that theperformance of the battery is not affected when the temperature in thehigh-voltage battery 1 is higher than the predetermined limitation forhighest temperature and the information for the driving speed of thevehicle which is used for a reference for the air control cannot beobtained due to the disconnection of the wiring while controlling theair by maintaining the operational noise in the cooling fan 18 at atolerable level for the occupants in the vehicle according to thedriving speed (driving condition) of the vehicle. Thus, it is possibleto realize a reliable temperature control for batteries.

[0157] Furthermore, in the vehicle apparatus according to the presentembodiment, the current which is sent to the cooling fan is controlledunder conditions that the temperature difference among the batteriestakes priority over the temperature of each battery. Also, the currentwhich is sent to the cooling fan is controlled under condition that thevehicle speed takes priority over the temperature difference amongbatteries. Furthermore, the vehicle apparatus controls the current whichis sent to the cooling fan under conditions that the temperature of thecomponents in the inverter device is the top priority among theabove-explained conditions. By doing this, there is an effect in that itis possible to control the air which is sent from the cooling fan 18while maintaining the air noise in tolerable level for the occupants inthe vehicle and control the air from the cooling fan 18 such that theperformance of the inverter 3 for driving motor for supplying current tothe 3-phase AC motor for driving the vehicle is not affected.

[0158] Here, in the present embodiment, the ECU 17-1 is provided with atemperature difference calculating device according to the presentinvention, the control apparatus, a first setting device, a secondsetting apparatus, and a comparison controlling device. Also, the ECU17-1 is provided with a limiting device, a limitation clear device, anda limitation cancel device. Furthermore, the ECU 17-1 is provided with afirst current setting device, a second current setting device, a firstselecting device, a third current setting device, a second selectingdevice, a fourth current setting device, and a control apparatus forcontrolling the wind apparatus (cooling fan 18) by selecting either oneof the current which is selected by the second selecting device and thefourth current.

[0159] More specifically, S7 in the FIG. 3 is equivalent to thetemperature difference calculating device. The steps S8 to S10 in FIG. 3are equivalent to the control apparatus. The steps S1 to S6 in FIG. 3are equivalent to the first setting device. The step S8 in FIG. 3 isequivalent to the second setting device. The steps S9 to S10 in FIG. 3are equivalent to the comparison controlling apparatus.

[0160] Also, the step S35 in FIG. 5 and the steps S41 to S46 in FIG. 6are equivalent to the control device. The steps S43 and the step S46 inFIG. 6 are equivalent to the limitation clearing device. The steps S43and the step S46 in FIG. 6 are equivalent to the limitation clearingdevice. The step S34 in FIG. 5 and the steps S42 and the step S46 inFIG. 6 are equivalent to the limitation cancel device.

[0161] Furthermore, the steps S1 to S6 in FIG. 3 are equivalent to thefirst current setting device. The step S8 in FIG. 3 are equivalent tothe second current setting device. The steps S9 to S10 in FIG. 3 areequivalent to the first selecting device. The step 41 in FIG. 6 isequivalent to the third current setting device. The step S44 in FIG. 6is equivalent to the second selecting device. The step S32 in FIG. 5 isequivalent to the fourth current setting device.

[0162] Furthermore, the step S58 in FIG. 7 is equivalent to the controlapparatus for controlling the air apparatus (cooling fan 18) byselecting either one of the current which is selected by the secondselecting device and the fourth current.

What is claimed is:
 1. A temperature controlling apparatus forbatteries, which is provided with a cooling fan for sending cooling airto a plurality of batteries which are connected to each other,comprising: a temperature measuring device for measuring a temperatureof each battery; a temperature difference calculating device forcalculating temperature difference among batteries; a controlling devicefor setting and controlling current value sent to the cooling fanaccording to the temperature difference among batteries.
 2. Atemperature controlling apparatus for batteries, which is provided witha cooling fan for sending cooling air to a plurality of batteries whichare connected to each other, comprising: a temperature measuring devicefor measuring a temperature of each battery; a temperature differencecalculating device for calculating temperature differences amongbatteries; a first setting device for setting and controlling a firstcurrent value sent to the cooling fan according to the temperaturedifference among batteries; a second setting device for setting andcontrolling a second current value sent to the cooling fan according tothe temperature difference among batteries; a comparison controllingdevice which chooses larger current value between the first currentvalue and the second current value so as to control the cooling fan. 3.A temperature controlling apparatus for batteries according to claim 2wherein an current measuring device for measuring current which ischarged to or discharged from the batteries is provided, and the firstsetting device sets the first current value according to the temperatureof the batteries and the current which is measured by the controllingdevice.
 4. A vehicle apparatus, having a motor for driving a vehicle orsupporting an output from the vehicle engine and a plurality ofbatteries which are connected to each other for storing energy which isgenerated by the motor and energy which is regenerated by regeneratingoperation of the motor when the vehicle is decelerated and a cooling fanwhich sends cooling air to the batteries, comprising: a temperaturemeasuring device for measuring a temperature of each battery; atemperature difference calculating device for calculating temperaturedifferences among batteries; a controlling device for setting andcontrolling current value sent to the cooling fan according to thetemperature differences among batteries; a speed measuring device formeasuring driving speed of the vehicle; and an current limiting devicefor limiting the current according to the driving speed of the vehicle.5. A vehicle apparatus according to claim 4 provided with a limitationclearing device for canceling the limitation for the current made by thecurrent limiting device under conditions that the temperature of thebatteries rises higher than a predetermined limit for highesttemperature.
 6. A vehicle apparatus according to claim 4 which isprovided with a limitation canceling device which cancels the limitationmade by the current limiting device when information for the drivingspeed of the vehicle cannot be obtained from the speed measuring devicefor a predetermined period of time under condition that electricity ischarged to or discharged from the batteries.
 7. Controlling method forthe temperature controlling apparatus for battery, which is providedwith a cooling fan for sending cooling air to a plurality of batterieswhich are connected to each other, comprising steps of: a temperaturemeasuring step for measuring a temperature of each battery; atemperature difference calculating step for calculating temperaturedifferences among batteries; a controlling step for setting andcontrolling current value sent to the cooling fan according to thetemperature difference among batteries.
 8. Controlling method for thetemperature controlling apparatus for battery, which is provided with acooling fan for sending cooling air to a plurality of batteries whichare connected to each other, comprising steps of: a temperaturemeasuring step for measuring a temperature of each battery; atemperature difference calculating step for calculating temperaturedifferences among batteries; a first setting step for setting andcontrolling a first current value sent to the cooling fan according tothe temperature differences among batteries; a second setting step forsetting and controlling a second current value sent to the cooling fanaccording to the temperature differences among batteries; a comparisoncontrolling step which chooses the larger current value between thefirst current value and the second current value so as to control thecooling fan.
 9. Controlling method for the temperature controllingapparatus for batteries according to claim 8 wherein an currentmeasuring step for measuring current which is charged to or dischargedfrom the batteries is provided, and the first setting step sets thefirst current value according to the temperature of the batteries andthe current which is measured in the controlling step.
 10. Controllingmethod for the vehicle apparatus, having a motor for driving a vehicleor supporting an output from the vehicle engine and a plurality ofbatteries which are connected to each other for storing energy which isgenerated by the motor and energy which is regenerated by regeneratingoperation of the motor when the vehicle is decelerated and a cooling fanwhich sends cooling air to the batteries, comprising steps of: atemperature measuring step for measuring a temperature of each battery;a temperature difference calculating step for calculating temperaturedifferences among batteries; a controlling step for setting andcontrolling current value sent to the cooling fan according to thetemperature differences among batteries; a speed measuring step formeasuring driving speed of the vehicle; and an current limiting step forlimiting the current according to the driving speed of the vehicle. 11.Controlling method for the vehicle apparatus according to claim 10having a limitation clearing step for canceling the limitation for thecurrent made in the current limiting step under condition that thetemperature of the batteries rises higher than a predeterminedlimitation for highest temperature.
 12. Controlling method for thevehicle apparatus according to claim 10 having a limitation cancelingstep which cancels the limitation made by the current limiting devicewhen information for the driving speed of the vehicle cannot be obtainedfrom the speed measuring device for a predetermined period of time underconditions that current is charged to or discharged from the batteries.